Cng fuel system for a vehicle

ABSTRACT

A fuel management module for use with a CNG fuel system for a vehicle includes a housing configured to be connected to the vehicle and a number of connections, receptacles, and controls associated with the module. A defueling receptacle may be positioned on the front panel of the housing, for defueling a fuel tank of the vehicle. A defueling control valve may be positioned on the front panel of the housing for controlling operation of the defueling receptacle, allowing for selective defueling. One or more high pressure connections may be accessible on the housing and configured for connection to one or more separate fuel tanks in a plug and play configuration. A plurality of filling connections may be accessible on the housing for filling the fuel tank(s). A low pressure fuel output connection may be positioned on the back panel of the housing to provide fuel output from the high pressure connections to the engine.

TECHNICAL FIELD

The present invention generally relates to CNG fuel system for a vehicleand more particularly to a CNG fuel system that provides a number ofdifferent fueling configurations for a refuse truck or other vehicle.

BACKGROUND

Compressed natural gas (CNG) is becoming more widely used for poweringvarious different types of vehicles, due at least in part to the factthat CNG is a relatively economical, efficient, and environmentallyfavorable source of energy. Refuse trucks and other fleet-type vehicleshave increasingly been outfitted with engines and fuel systemsconfigured for CNG. However, refuse trucks are typically manufactured ina multi-step process, with an OEM manufacturing a portion of the truckand a second entity completing the manufacturing process, which cancause difficulties with powering and moving the truck in the middle ofthe manufacturing process. For example, the OEM may manufacture avehicle that includes the chassis, axles, wheels, drivetrain, andoperator cab, and a body outfitter may later mount the body andassociated hydraulics, electronics, etc., on the vehicle. The main fueltanks are often connected to the chassis by the body outfitter as well,leaving the vehicle without power for movement during transfer to thebody outfitter. Additionally, existing fuel systems for CNG vehicles aregenerally set up for specific fueling configurations and do not providefreedom for connecting different types and configurations of fuel tanks

Thus, while certain refuse hauling trucks and other vehicles and fuelsystems for such vehicles according to existing designs provide a numberof advantageous features, they nevertheless have certain limitations.The present invention seeks to overcome certain of these limitations andother drawbacks of the prior art, and to provide new features notheretofore available.

BRIEF SUMMARY

Aspects of the invention relate to a refuse truck or other vehicle thatincludes a chassis supporting a truck body and an operator cab and beingconnected to a plurality of wheels. The chassis has a front portionsupporting the operator cab and a rear portion supporting the truckbody, with the rear portion having a pair of rails extending rearwardfrom the front portion toward a rear of the truck. An engine issupported by the chassis and configured for utilizing CNG fuel. A firstCNG fuel tank mounted on the chassis, and a second CNG fuel tank ismounted on the truck body. The vehicle further has a fuel managementsystem that includes a fuel management module mounted on one of therails of the chassis, with the fuel management module having first andsecond high pressure connections, a filling connection in communicationwith the first and second high pressure connections, and a low pressurefuel output connection in communication with the first and second highpressure connections. A first conduit connects the first fuel tank tothe first high pressure connection of the fuel management module and isconfigured for outputting and receiving fuel to and from the first fueltank. A second conduit connects the second fuel tank to the second highpressure connection of the fuel management module and is configured foroutputting and receiving fuel to and from the second fuel tank. A thirdconduit is connected to the low pressure fuel output connection andconnected to the engine of the vehicle to provide fuel output from thelow pressure fuel output connection to the engine. The first and secondhigh pressure connections are in communication with the low pressurefuel output connection for transferring fuel from the first and secondfuel tanks to the engine. The filling connection is in communicationwith the first and second high pressure connections and is configured toreceive input of fuel for filling the first and second fuel tanksthrough the first and second conduits.

Additional aspects of the invention relate to a fuel management modulefor use with a CNG fuel system for a vehicle, including a housingconfigured to be connected to the vehicle, the housing having an outersurface and a hinged door configured to be moved to cover and uncover afront panel of the housing, and a number of connections, receptacles,and controls associated with the module. A defueling receptacle may bepositioned on the front panel of the housing, and the defuelingreceptacle is configured for connection to defuel a fuel tank of thevehicle. A defueling control valve may be positioned on the front panelof the housing, and the defueling control valve is configured forselecting among different operations of the defueling receptacle. One ormore high pressure connections may be accessible on the housing, witheach of the first and second high pressure connections configured forconnection to separate fuel tanks in a plug and play configuration. Aplurality of filling connections may be accessible on the housing, withthe filling connections being in communication with the first and secondhigh pressure connections, such that the filling connections areconfigured to receive input of fuel for filling the separate fuel tanksthrough the first and second high pressure connections. A low pressurefuel output connection may be positioned on the back panel of thehousing, with the low pressure fuel output connection being incommunication with the first and second high pressure connections andconfigured for connection to an engine of the vehicle to provide fueloutput from the first and second high pressure connections to theengine.

According to one aspect, the defueling control valve may be configuredfor selecting among different operations including defueling through thedefueling receptacle, closed valve with no defueling, and venting offuel trapped in a conduit between the defueling control valve and thedefueling receptacle. The module may further include individual fuelvalves configured for selectively opening and closing fuel flow to eachof the separate fuel tanks Such fuel valves may include manual valvesconfigured for selectively opening and closing fuel flow in a manualmanner, solenoid valves configured for selectively opening and closingfuel flow in an automated manner, or a combination of such fuel valves.

Further aspects of the invention relate to a refuse truck or othervehicle that includes a chassis connected to a plurality of wheels, thechassis having a front portion and a rear portion, with the rear portionconfigured for supporting a truck body, an operator cab supported by thefront portion of the chassis, an engine supported by the chassis andconfigured for utilizing CNG fuel, and a fuel management modulesupported by the chassis. The fuel management module has a high pressureconnection configured for connection with a fuel tank, a fillingconnection in communication with the high pressure connection forfilling the fuel tank, and a low pressure fuel output connection incommunication with high pressure connection and connected to the engine,with the low pressure fuel output connection configured to provide fueloutput to the engine. The vehicle further includes a vehicle controlsystem at least partially accessible within the operator cab andconfigured for controlling at least one operating parameter of the body,wherein the vehicle control system is connected to the fuel managementmodule and configured for controlling at least one operating parameterof the fuel management module.

Still further aspects of the invention relate to a refuse truck or othervehicle that includes a chassis connected to a plurality of wheels, thechassis having a front portion and a rear portion, with the rear portionconfigured for supporting a truck body, a front axle and a rear axlesupported by the chassis, a plurality of wheels supported by the frontand rear axles, an operator cab supported by the front portion of thechassis, an engine supported by the chassis and configured for utilizingCNG fuel, and a fuel management module supported by the chassis. Thefuel management module has a high pressure connection configured forconnection with a main fuel tank, a filling connection in communicationwith the high pressure connection for filling the main fuel tank, and alow pressure fuel output connection in communication with the highpressure connection and connected to the engine, with the low pressurefuel output connection configured to provide fuel output to the engine.A mounting structure is connected to the chassis and extends upward fromthe chassis behind the operator cab, and a temporary fuel tank issupported by the mounting structure. The temporary fuel tank isconnected to the high pressure connection of the fuel management moduleto supply fuel to the engine. No portions of the mounting structure andthe temporary fuel tank are positioned rearwardly beyond a verticalplane located 23 inches rearwardly from the front axle.

Other features and advantages of the invention will be apparent from thefollowing description.

BRIEF DESCRIPTION OF THE DRAWINGS

To understand the present invention, it will now be described by way ofexample, with reference to the accompanying drawings in which:

FIG. 1 is a perspective view of a vehicle according to one embodiment ofthe present invention in the form of a refuse truck;

FIG. 1A is a perspective view of an interior of an operator cab of avehicle according to one embodiment of the present invention in the formof a refuse truck;

FIG. 2 is a side view of a portion of a vehicle according to oneembodiment of the present invention in the form of a refuse truck;

FIG. 3 is a side view of the portion of the vehicle shown in FIG. 2,with no body connected to the chassis;

FIG. 4 is a rear perspective view of a portion of the vehicle shown inFIG. 3;

FIG. 5 is a front perspective view of a fuel management module accordingto one embodiment of the present invention;

FIG. 6 is a front view of the fuel management module of FIG. 5;

FIG. 7 is a rear view of the fuel management module of FIG. 5;

FIG. 8 is a schematic diagram of the connection and functioning of thefuel management module of FIG. 5;

FIG. 9 is a side view of a portion of a vehicle according to oneembodiment of the present invention in the form of a refuse truck;

FIG. 10 is a side view of the portion of the vehicle shown in FIG. 9,with no body connected to the chassis;

FIG. 11 is a rear perspective view of a portion of the vehicle shown inFIG. 10;

FIG. 12 is a schematic diagram of a vehicle control system and a fuelcontrol system according to one embodiment of the present invention; and

FIG. 13 is a schematic diagram of a fuel system according to oneembodiment of the present invention.

It is understood that certain components may be removed from the drawingfigures in order to provide better views of internal components.

DETAILED DESCRIPTION

While this invention is susceptible of embodiment in many differentforms, there is shown in the drawings, and will herein be described indetail, preferred embodiments of the invention with the understandingthat the present disclosure is to be considered as an exemplification ofthe principles of the invention and is not intended to limit the broadaspect of the invention to the embodiments illustrated.

Referring now in detail to the Figures, FIG. 1 discloses a vehicle ofthe present invention, generally designated with the reference numeral10. In one embodiment, the vehicle is in the form of a refuse haulingtruck. It is understood that aspects and features of the presentinvention can be incorporated into various types of vehicles includingother heavy-duty vehicles, medium-duty vehicles or light-weight vehiclesof various applications.

The truck 10 generally includes a chassis 12 supporting an operator cab14 and a vehicle body 16. When assembled, the body 16 and the operatorcab 14 are mounted on the chassis 12. The chassis 12 is a truck chassisand may have frame members or rail members 11, and the chassis 12 has afront portion 17 for supporting the operator cab 14 and a rear portion19 for supporting the body 16. In one embodiment, the rail members 11are made from steel and are generally rectangular in cross-section. Therail members 11 may extend substantially the entire length of thechassis 12 in one embodiment, and may serve as points of support and/orconnection for the body 16, the cab 14, the axles 13, and othercomponents. As is known in the art, the chassis 12 has a front axle 13and one or more rear axles 13 which in turn are attached to wheels 40for movement of the chassis 12 along a surface. Additionally, as shownin FIGS. 1-4, the vehicle 10 includes a drivetrain that includes anengine 94 connected to a transmission (not shown) configured to transferpower to at least one of the wheels 40. The transmission may beconnected to one or both front wheels 40 in one embodiment, but it isunderstood that the transmission may be connected to transfer powerdirectly to any number of the wheels 40, including, additionally oralternately, one or more of the back wheels 40 in some embodiments. Itis understood that the transmission may allow shifting between severalsettings (e.g. D, N, R) and several gears (e.g. various forward-drivegear ratios). Additional components connected to the engine 94 may beincluded as well, including an exhaust pipe 45, an air cleaner assembly46, a three-way catalyst 47, etc.

The chassis 12 may receive several different configurations of the body16, having various functionalities. As illustrated in FIG. 1, in anexemplary embodiment for a refuse truck, the body 16 includes a storagearea 34, a loading area (not shown), a reception area 38, an open hopper39 and an articulating arm 122. Refuse 21 may be loaded in the receptionarea 38 by use of the articulating arm 122. Refuse is stored in thestorage area 34 and generally compacted within the body 16. However, asunderstood by those of skill in the art, other bodies for differentpurposes such as front loaders, rear loaders, dump trucks, straighttrucks, cement trucks, pumpers, sweepers and other applications may beused in connection with the present invention. Numerous components ofthe body 16 are capable of being adjusted, manipulated or otherwiseactuated such as lifting the axles, manipulating the articulating arm122, opening the hopper 39, and compacting.

The operator cab 14 generally includes an operator area, which in theembodiment illustrated, includes both a left operator area 50 and aright area 51. The right area 51 may be a right operator area in oneembodiment, where the vehicle 10 may be operable in a left or right handdrive configuration and may be switchable between such configurations.In another embodiment, the vehicle 10 may be configured for only lefthand or only right hand drive (e.g., for use in the UK), and may alsoinclude a side or rear passenger area, depending on the vehicle type.The operator cab 14 may also contain a dashboard 52 that includescontrols for operating and monitoring the vehicle 10. The left operatorarea 50 has a seat 54 for the operator to sit and a left steering wheel55, as well as an accelerator and a brake (not shown), for operating thevehicle 10 in a left hand drive configuration. The right area 51 mayhave a right steering wheel (not shown) in one embodiment, as well as anaccelerator and a brake actuator (not shown), for operating the vehicle10 in a right hand drive configuration. In this configuration, the rightarea 51 provides a standing area for the operator to stand, such aswhile driving short distances between stops to load refuse. The standingarea may include sufficient width and height for the operator to standwhile operating the vehicle 10. In this embodiment, the left operatorarea 50 has a swinging door 57 that closes to secure the operator in thecab 14. The right area 51 may have a similar door 57, or in a vehicle 10configured for right hand drive, may have opening with a lockable orstowable door (not shown) that can be opened and locked into an openand/or stowed position, to allow the operator easy ingress and egresswithout the need to repeatedly open and shut the door.

One embodiment of the interior of an operator cab 14 is shown in FIG.1A. As shown in FIG. 1A, the cab 14 may include one or more controls 41that may include various switches, controls, meters, displays, etc.,including for example an ignition switch, a speedometer and/or othermonitors, and a transmission control (e.g. a stick or a push-buttoncontrol), which may be located in the dashboard 52. The controls 41 mayalso include actuators for a main or service braking system, which maybe air brakes in one embodiment, a parking brake system, or a throttle(e.g., an accelerator), as well as controls for lifting the axles,manipulating the articulating arm 122, opening the hopper 39,compacting, etc. At least some of such controls 41 may be integratedinto and/or controlled by a vehicle control system 60, as describedherein.

A vehicle such as the refuse truck 10 illustrated in FIGS. 1-1A mayinclude a vehicle control system 60 configured for controlling one ormore operating parameters of the vehicle 10, including one or moreoperating parameters of the cab 14, the body 16, the drivetrain, etc.The vehicle control system 60 may also be configured for monitoringand/or displaying various parameters related to the operation of thevehicle 10. One embodiment of a vehicle control system 60 is illustratedschematically in FIG. 12, and includes both cab controls 61 forcontrolling and/or displaying one or more operating parameters of thecab 14 and body controls 62 for controlling and/or displaying one ormore operating parameters of the body 16. It is understood that thevehicle control system 60 may not include both cab and body controls 61,62 in one embodiment. The vehicle control system 60 in FIG. 12 alsoincludes a display 63 that is configured for displaying variousparameters related to the vehicle 10. It is understood that the display63 may be a single, integrated display in one embodiment, or may be acombination of various displays in another embodiment, potentiallyincluding combinations of video/digital and analog displays (e.g., ameter with a needle or other physical indicator). In one embodiment, thedisplay 63 may comprise one or more LCD displays. The display 63 mayfurther include equipment for audio display (e.g., an audible alarm orverbal indication), warning lights, sirens, and other mechanisms forcommunicating information to a user. At least a portion of the cabcontrols 61, the body controls 62, and or the display 63 may beaccessible within the operator cab 14, such as on the dashboard 52. Inone embodiment, at least a portion of the vehicle control system 60 maybe accessible from outside the cab 14. The vehicle control system 60 mayinclude necessary electronic hardware and software to perform itsfunctions, including a processor 64, memory 65 (including RAM, ROM,digital storage, etc.), and an external connection 66 for connecting toother components of the vehicle 10 and sending/receiving data andinstructions to and from such other components. It is understood thatwhile a single processor 64, memory 65, and external connection 66 areshown in FIG. 12, various embodiments may include multiple processors,memories, external connections, etc. It is also understood that suchcomponents may take any forms known in the art, for example, theexternal connection 66 may include wired and/or wireless connections.

The vehicle control system 60 may further be connected to a fuel controlsystem 71 as described herein, and in one embodiment, the fuel controlsystem 71 may be integrated within the vehicle control system 60. Inthis configuration, the fuel control system 71 may not be considered aseparate system, and may be considered to be part of a single,integrated vehicle control system 60. FIG. 12 illustrates that the fuelcontrol system 71 may be integrated within the vehicle control system 60and may utilize the same external connection 66 as the other componentsof the vehicle control system 60, or alternately, that the fuel controlsystem 71 may be partially or entirely separate from the vehicle controlsystem 60 and/or may utilize a different external connection 66. Thefuel control system 71 may be connected to the fuel system 70 of thevehicle through either or both of such external connections 66. It isunderstood that the fuel control system 71 may control components of thefuel system 70 directly, such as by sending electronic instructions, orindirectly, such as by instructing an intermediate component to takeactions, such as a hydraulic or pneumatic system.

One embodiment of the fuel system 70 of the vehicle 10 is illustratedschematically in FIG. 13, and may contain additional components,including one or more fuel tanks 72, conduits 73 connecting the fueltanks 72 to other components, a fuel filter 74, and a fuel managementmodule 80, as well as various brackets and mountings for supportingcomponents of the fuel system 70. The vehicle 10 may include one ormultiple fuel tanks 72 in different embodiments. In one embodiment, thevehicle 10 may include one fuel tank 72 that is connected to andsupported by the chassis 12 and another fuel tank 72 that is connectedto and supported by the body 16. When the vehicle 10 contains multiplefuel tanks 72, the fuel system 70 may be configured to draw from bothfuel tanks 72 simultaneously, or may alternately be configured to drawfrom only one tank 72 at a time, such that one fuel tank 72 isconsidered the “main” tank (i.e., from which fuel is currently beingdrawn) and another fuel tank 72 is considered to be a “reserve” tank(i.e., from which fuel is not being drawn). This configuration isdescribed in further detail herein. The vehicle 10 may further include atemporary fuel tank 100, as shown in FIGS. 9-11 and described in greaterdetail herein. Fuel tanks 72, 100 as described herein generally storeCNG under pressures of up to 3600 pounds per square inch (PSI), andthus, the tanks 72, 100 and the conduits 73 travelling to/from the tanks72, 100 should have sufficient structural strength to withstand suchpressures.

The fuel filter 74 is connected to the engine 94, and filters the fuelbefore the fuel is introduced into the engine 94. The engine 94typically processes fuel at much lower pressure than the storagepressure in the fuel tanks 72, and thus, the fuel filter 74 may be alow-pressure fuel filter in one embodiment. It is understood that one ormore conduits 73 may lead to the fuel filter 74 and/or from the fuelfilter 74 to the engine 94.

The fuel management module (FMM) 80 is configured as a central point formanagement of the fuel within the fuel system 70, including filling anddefueling the tank(s) 72 and transferring fuel from the tanks 72 to theengine 94 (and the fuel filter 74, if present). The FMM 80 isillustrated in greater detail in FIGS. 4-7, and the operation of the FMM80 is illustrated schematically in FIG. 8. The FMM 80 as illustrated inFIGS. 4-7 includes a housing 81 with a hinged door 82 that can be openedand closed to at least partially cover and uncover a front panel 83 ofthe FMM 80. The door 82 is hinged along the bottom edge of the housing81, such that the door 82 opens by swinging downwardly and closes byswinging upwardly. The housing 81 may further have a latch (not shown)or other structure for securing the door 82. The housing 81 and the door82 may be formed of aluminum or a combination of steel and aluminum inone embodiment, in order to reduce weight, and may also be powdercoated. The housing 81 may further be supported by a mounting bracket 76that is connected to the chassis 12 to support the FMM 80, such as byconnection to one of the chassis rails 11 as shown in FIG. 4. In thisposition, the FMM 80 offers little or no intrusion on the packagingvolume of the body 16 or other components that may be supported by therails 11 and installed by body outfitters. The FMM 80 includes a numberof connections for connecting to different components of the fuel system70. Such connections may include one or more high pressure connections84 for connecting to one or more fuel tanks 72, one or more fillingconnections 85 for connection to external fuel filling apparatuses, oneor more defueling connections 86 for connection to an external defuelingreceptacle, and a low pressure fuel output connection 87 for connectionto the fuel filter 74 and the engine 94.

The FMM 80 in the embodiment of FIGS. 4-7 has two high pressure tankconnections 84 that are configured for connection to a fuel tank 72,such as by connection to a conduit 73 extending to the fuel tank 72. Thetank connections 84 are configured for “plug and play” connection, and afuel tank 72 may be connected to either of the tank connections 84. Theuse of two tank connections 84 permits the simultaneous and/or selectiveuse of multiple fuel tanks 72, in contrast to existing fuel systems thatcan only use one fuel tank at a time. This, in turn, provides increasedoptions for fuel tank placement and configuration, such as using onetank 72 mounted on the chassis 12 and another tank 72 mounted elsewhere,e.g., the body 16, as well as addition of a desired amount of additionalfuel storage capacity beyond what is installed by the OEM. The use oftwo tank connections 84 also permits the optional connection of a secondfuel tank 72 when only one tank 72 is being used. For example, atemporary fuel tank may be used for moving the vehicle 10 when the maintank 72 has run out of fuel, or before the vehicle 10 is fullyassembled. The tank connections 84 can operate as both input connectionsand output connections. As an input connection, the tank connection 84can receive fuel from the respective tank 72 for transfer to the engine94. As an output connection, the tank connection 84 can transfer fuelreceived from a filling connection 85 to the respective tank 72. Thetank connections 84 in the embodiment of FIGS. 4-7 are positioned on theback panel 88 of the housing 81 (opposite the front panel 83) and arenot covered by the door 82, but may be positioned elsewhere in otherembodiments.

The FMM 80 in the embodiment of FIGS. 4-7 has three filling connectionsor receptacles 85 that are configured for connection to fillingapparatuses for filling the tank(s) 72. One filling connection 85A is a“fast fill” receptacle configured for connection to a fast fillapparatus. Such a fast fill receptacle 85A may have a minimum flow rateof 5000 standard cubic feet per minute (SCFM) at a pressure of 3000pounds per square inch differential (PSID) and may have a connection endthat is approximately 1.25 inches in diameter, in one embodiment. Asecond filling connection 85B is a “slow fill” receptacle configured forconnection to a slow fill apparatus. Such a slow fill receptacle 85B mayhave a minimum flow rate of 1500 SCFM at a pressure of 3000 PSID and mayhave a connection end that is approximately 0.8 inches in diameter, inone embodiment. A fast fill process typically has similar fill rates toa standard diesel fill receptacle, except that only about a 75% ofcapacity fill is generally achieved because of heating and expansion ofCNG during the fast fill process. A slow fill process achieves a muchhigher tank fill percentage, but requires much longer fill times,typically overnight. The fast fill receptacle is typically larger thanthe slow fill receptacle, to allow more rapid gas flow. A third fillingconnection 85C is a remote fill connection, which allows a remote fillpoint to be installed elsewhere on the vehicle 10 for various differentfilling configurations, such as after the FMM 80 leaves the OEM. Thefilling connections 85 are all in communication with the tankconnections 84 to permit filling the tank(s) 72 through the fillingconnections 85, as illustrated in FIG. 8. In the embodiment illustratedin FIGS. 4-7, the fast and slow fill connections 85A-B are located onthe front panel 83 of the housing 81, and the remote fill connection 85Cis located on the back panel 88 of the housing 81, but any of suchconnections may be positioned elsewhere in other embodiments.

The FMM 80 in the embodiment of FIGS. 4-7 has a single defuelingconnection 86 that is in communication with the tank connections 84 andis configured for connection to a defueling receptacle (not shown) fordefueling the tank(s) 72. The defueling connection 86 in the embodimentof FIGS. 4-7 is positioned on the front panel 83 of the housing 81, butmay be positioned elsewhere in other embodiments. The FMM 80 alsoincludes a defueling control valve 89, which is a three-way valve in oneembodiment. Such a three-way valve 89 may be configured for selectionbetween three operations: closed valve (i.e., no defueling, with normaloperation), venting of CNG fuel trapped in the conduit between the valve89 and the defueling receptacle 86, and defueling through the defuelingconnection 86. In the embodiment shown in FIGS. 4-7, the defuelingcontrol valve 89 is manually accessible on the front panel 83 of thehousing 81, once the hinged door 82 is open.

If multiple fuel tanks 72 are used, the FMM 80 may be configured topermit selective defueling of a single selected tank 72 or multipletanks 72 simultaneously through the defueling connection 86. Selectivedefueling or filling may be performed by opening and closing fuelvalves, such as respective manual valves 105 and 106 located inside theFMM 80, shown in FIG. 8. If both manual valves 105, 106 are open,defueling of both tanks 72 can be commenced by the defueling controlvalve 89. If defueling of only one of the tanks 72 is desired, shuttingone of manual valves 105, 106 permits the defueling control valve 89 todefuel only the selected tank 72. These valves 105 and 106 areschematically shown in FIG. 8, and these manual valves 105, 106 may beaccessed through a service panel 109 on the FMM 80. In the embodimentshown in FIGS. 5-7, the service panel 109 is hinged and located on thebottom side of the FMM 80 and is accessible by use of a latch 110,however this service panel 109 may be accessible in a different mannerand location in another embodiment. The service panel 109 can be used toaccess other internal components of the FMM 80, such as for changing afuel filter. Further, the fuel control system 71 may include featuresthat provide for automated selection of fuel tanks for defueling. In theembodiment of FIG. 8, the FMM 80 includes manual valves 105, 106 as wellas automated fuel valves, such as solenoid valves 107, which may becontrolled automatically by the fuel control system 71 and/or thevehicle control system 60. In this configuration, both manual valves105, 106 may be left open, and the solenoid valves 107 can beselectively closed or opened to select specific fuel tank(s) 72 fordefueling. It is understood that the manual valves 105, 106 and/or thesolenoid valves 107 may also be used to control which fuel tank(s) 72are used to supply the engine 94 with fuel. The manual valves 105, 106may be replaced by solenoid valves 107 or other automated valves,however the use of manual valves 105, 106 provides increased safety inthe fuel control system 71. Each fuel tank connection 84 is alsoconnected to an individual pressure sensor 108 for detecting pressure(i.e., fuel level) in each individual tank 72, as described below. Inanother embodiment where more than two tank connections 84 are present,the FMM 80 may include additional valves 105, 106, 107 and/or pressuresensors 108 for each additional fuel tank connection 84.

The FMM 80 in the embodiment of FIGS. 4-7 has a single low pressure fueloutput connection 87 for connection to the fuel filter 74 and the engine94, such as through a conduit 73 leading to the fuel filter 74. Fuel mayflow through the fuel output connection 87 to the engine 94 forcombustion. A guide 77 may be used for holding the conduit 73 leadingfrom the FMM 80 to the fuel filter 74, as shown in FIG. 4, and it isunderstood that the vehicle 10 may include similar guides for otherconduits 73. The fuel output connection 87 positioned on the back panel88 of the housing 81 and is not covered by the door 82, but may bepositioned elsewhere in other embodiments.

The fuel output connection 87 is in communication with the fuel tank(s)72 and the tank connections 84, and the FMM 80 includes internalcomponents for regulating and depressurizing the fuel between the tankconnections 84 and the fuel output connection 87. For example, the FMM80 includes a shut-off valve 90 that can completely shut off the flow offuel from the tank(s) 72 to the fuel output connection 87 and the engine94. In the embodiment of FIGS. 4-7, this shut-off valve 90 is a manualvalve accessible on the front panel 83 of the housing 81, and may beconfigured differently in other embodiments. The FMM 80 may also includea solenoid valve 78 and a pressure sensor 79 that are connected to thefuel control system 71 and/or the vehicle control system 60. Thepressure sensor 79 can detect an aggregate fuel level in the system,i.e., the total fuel level in any tank(s) 72 that are currentlyconnected to the system (assuming valves 78, 105, 106, 107 are open),which can then be electronically displayed in the operator cab 14 orelsewhere. The primary function of the solenoid valve 78 is to preventflow through the fuel system when the engine 94 is turned off, as isrequired by National Fire Protection Association standards (i.e., NFPA52). The solenoid valve 78 also permits fuel flow when the engine 94 isstarted and running Further, the solenoid valve 78 may be linked to thepressure sensor 79 in the FMM 80 and can be automatically activated toregulate or shut down the flow of fuel to the fuel output connection 87based on the pressure detected by the pressure sensor 79. The FMM 80 mayfurther include a pressure regulator 92 that utilizes a coolant 93 forregulating the pressure of the fuel flowing to the fuel outputconnection 87 (see FIG. 8). The pressure regulator 92 addresses thedifference in pressure of the high pressure fuel stored in the tank(s)72 and the low pressure fuel delivered to the engine 94. The pressureregulator 92 may also be connected to the fuel control system 71 and/orthe vehicle control system 60, and may be controlled by such systems, invarious embodiments. The FMM 80 includes coolant connections 96 (seeFIG. 7) to supply coolant 93 for the pressure regulator 92. The vehicle10 may include a coolant expansion tank 48 (FIG. 4) and/or other coolantequipment. The FMM 80 may include still further components, such as aninternal filter 91 and a bleed valve 97.

The FMM 80 may further include gauges, monitors, or other devices foruse in monitoring the operation of the FMM 80. For example, the FMM 80includes a high pressure gauge 98 for monitoring the pressure in thehigh pressure components of the FMM 80 and a low pressure gauge 99 formonitoring the pressure in the low pressure components of the FMM 80.The high pressure gauge 98 can display an aggregate fuel level in thesystem, i.e., the total fuel level in any tank(s) 72 that are currentlyconnected to the system (assuming valves 105, 106, 107 are open). Thegauges 98, 99 are positioned on the front panel 83 of the housing 81,such that they are covered by the door 82 when closed in one embodiment,but may be positioned elsewhere. The fuel control system 71 and/or thevehicle control system 60 may be connected to the FMM 80, and maydisplay operating parameters of the FMM 80 as well.

The FMM 80 may further be connected with the fuel control system 71, asillustrated in FIG. 13, and the fuel control system 71 may receiveinformation from the FMM 80 and/or control at least some of theoperation of the FMM 80. For example, the fuel control system 71 mayreceive and/or display information detected by the pressure sensor 79,and may control operation of the solenoid valve 78, as mentioned above.As other examples, the fuel control system 71 may control the pressureregulator 92 or any of the various valves in the FMM 80, or may receiveand/or display information detected by the pressure gauges 98,99. Thefuel control system 71 and/or the vehicle control system 60 may alsomonitor and/or control other components of the fuel system 70. Forexample, as illustrated in FIG. 13, the fuel control system 71 may beconnected to and in communication with the fuel tank(s) 72 and/or thefuel filter 74. The fuel control system 71 may detect and/or display thefuel level in each individual tank 72 e.g., by means of the pressuresensors 108, which may include separate displays for each tank 72 and/oran aggregate fuel display, in this configuration. Fuel levels intemporary tanks may also be detected and displayed by the fuel controlsystem 71 in a similar manner. The fuel control system 71 may furtherpermit for user selection of how the fuel level is displayed, e.g.,individual tanks vs. aggregate, pressure vs. fuel level, etc. The fuelcontrol system 71 may be able to detect faults and/or performanalysis/diagnostics on faults of various components of the fuel system70. For example, the fuel control system 71 may set a fault code if thevehicle 10 is low on fuel or has run out of fuel. It is understood thatsensors related to the fuel tank(s) 72 and other components may beutilized by the fuel control system 71 for these purposes in someembodiments. The fuel control system 71 may also provide further displayoptions, enabling a user to select the manner in which specificparameters are displayed on the display 63.

The fuel control system 71 may also be configured to control operationof the fuel tanks 72 in one embodiment, such as controlling which ofmultiple fuel tanks 72 are currently used. In an embodiment having twofuel tanks 72, as illustrated in FIGS. 8 and 13, the fuel control system71 may be configured for selecting one of the tanks 72 as a main tank(i.e., which is currently in use), leaving the other tank 72 as areserve tank. The fuel control system 71 may then switch to the reservetank 72 when the main tank 72 is depleted of fuel. This switching may bedone manually at any time, or by means of the solenoid valves 107, andthe fuel control system 71 may additionally or alternately be configuredfor automated switching between the tanks 72 when the system detectsthat the main tank 72 is depleted, as described above. It is understoodthat the fuel system 70 may include a solenoid valve 107 incommunication with the fuel control system 71 for this purpose, asdescribed above. Further, the fuel control system 71 may be configuredto control the FMM 80 to draw fuel from multiple tanks 72 individuallyor simultaneously. The fuel control system 71 may be configured tocontrol and/or monitor other operating parameters of the fuel system 70in further embodiments.

In one embodiment, the vehicle 10 may be provided from the OEM with afuel tank 72 mounted on and supported by the chassis 12 and connected tothe FMM 80 by a conduit 73 connected to the tank connection 84, and withthe FMM 80 connected to the fuel filter 74 by another conduit 73extending from the fuel output connection 87. The vehicle 10 in thisconfiguration also includes an engine 94, a transmission, wheels 40, andaxles 13, and may also include an operator cab 14. In thisconfiguration, the vehicle 10 is provided with a working fuel system 70that is completely sealed from the fuel tank 72 to the engine 94. Such acomplete, sealed installed fuel system 70 can be functionally tested atthe OEM before shipping to a body outfitter, which can reduce oreliminate potential system downtime and later faultdiagnostics/analysis. Any potential issues can be addressed to a singlepoint of contact for maintenance, repair, and/or replacement as well.The sealed fuel system 70 can also reduce the risk of contamination ordirt ingress into the fuel system 70 during installation of the body 16or other components. Further, such an installed fuel system 70 canpermit the engine 94 to be used to move the vehicle 10 beforeinstallation of the body 16 and/or other components. The vehicle 10provided from the OEM may further include a vehicle control system 60,with the fuel control system 71 integrated into the vehicle controlsystem 60 and connected to the currently installed components of thefuel system 70. The vehicle control system 60 may have a panel displaywithin the operator cab 14 (e.g., as a part of controls 41), which mayinclude a variety of features, including controls for automaticallycontrolling components of the vehicle 10, displays for displayingparameters of the vehicle 10 and its components, and other features. Inan embodiment where the fuel control system 71 is integrated into thevehicle control system 60, the panel display may be configuredcontrolling various features of the fuel control system 71 (e.g.,solenoid valves 78, 107), displaying various parameters of the fuelcontrol system 71 (e.g., readouts from pressure sensors 79, 108), and/orotherwise interacting with the fuel control system 71. It is understoodthat the vehicle control system 60 may include connections (e.g., one ormore harnesses) that are configured for connection to components thatmay be subsequently installed, such as the body 16 and relatedcomponents, or an additional fuel tank 72.

In an additional embodiment, illustrated in FIGS. 9-11, the vehicle 10may include a temporary fuel tank 100 installed on the chassis 12 duringmanufacturing. The temporary fuel tank 100 in the illustrated embodimentis located behind the back surface of the operator cab 14 and within agap 101 between the cab 14 and the front of the body 16. The vehicle 10also includes mounting structure 102 for mounting and supporting thetemporary fuel tank 100. In general, the temporary fuel tank 100 and themounting structure 102 are installed before installation of the body 16,and do not extend rearwardly to a point where they may interfere withinstallation of the body 16 and/or operation of components associatedwith the body 16. For example, in one embodiment, no portion of thetemporary fuel tank 100 or the mounting structure 102 extends more than23 inches rearwardly of the front axle 13. In other words, no portion ofeither structure extends rearwardly beyond a vertical plane P that isperpendicular to the front axle 13 and perpendicular to a level surfaceupon which the vehicle 10 sits, which is located 23 inches rearward ofthe front axle 13.

The mounting structure 102 is connected to the chassis 12, and in oneembodiment, includes two arms 103 connected to the chassis 12 andextending upward from the chassis 12, and a supporting structure 104extending between the two arms 103 and supporting the temporary fueltank 100. More specifically, in the embodiment illustrated in FIGS.9-11, the two arms 103 of the mounting structure are connected to leftand right sides of the chassis 12, and each arm 103 is connected to oneof the two rails 11 of the chassis 12. The supporting structure 104 maybe or include a casing that at least partially surrounds and engages thetemporary fuel tank 100 to support the temporary fuel tank 100. Further,the arms 103 may be connected to the supporting structure 104 and/or thechassis 12 by bolt connections, as shown in FIG. 11, or may be connectedusing other techniques in other embodiments. In one embodiment, thefront-to-back width of the supporting structure 104 is about 20 inches,the top-to-bottom height of the supporting structure 104 is about 33inches, and the bottom of the supporting structure 104 is located about37 inches from the bottoms of the arms 103. The width of the mountingstructure 102 may be about 45 inches from one arm 103 to the other arm103 in one embodiment.

The use of the temporary fuel tank 100 permits the vehicle 10 to bemoved using engine power before manufacturing is complete, such as atthe OEM during manufacturing (particularly before the main fuel tank(s)is/are installed) or after the product leaves the OEM. The temporaryfuel tank 100 may be a Type 4 CNG tank with a capacity of 7.6 DGE, inone embodiment, which can provide sufficient fuel for mobility duringmanufacturing. Additionally, the temporary fuel tank 100 and themounting structure 102 may be removed from the vehicle 10 aftermanufacturing is complete, or these components may remain connected tothe vehicle 10 after the vehicle 10 is in use. The temporary fuel tank100 may be connected to the FMM 80 through one of the tank connections84, or the temporary fuel tank 100 may be connected to bypass the FMM80, depending on the state of construction of the vehicle. A temporaryfuel tank 100 may be installed in a different location or configurationin another embodiment.

It is understood that any features described herein with respect tospecific embodiments may be utilized with any other embodiment describedherein. Such features may be combined if required as well.

The fuel system 70 of the present invention provides benefits andadvantages over existing designs. For example, as described above, theFMM provides increased options for customized installation of the fuelsystem. As another example, a complete and sealed tank-to-engine fuelsystem provides advantages in testing, function, maintenance, etc., forboth the OEM and customers. Integration of the fuel control system withthe vehicle control and display system allows for streamlined operationand control design, as well as installation of fuel system controls bythe OEM, rather than by body outfitters or other parties in themanufacturing chain. Installation of fuel system controls by the OEM, inturn, provides the ability for more ergonomic and functional controllayouts that are integrated into the appearance of the operator cab.Further, installation of the temporary fuel tank can provide advantagesin mobility of the vehicle before assembly is complete. Still otherbenefits and advantages are explicitly or implicitly described hereinand/or recognized by those skilled in the art.

While the specific embodiments have been illustrated and described,numerous modifications come to mind without significantly departing fromthe spirit of the invention, and the scope of protection is only limitedby the scope of the accompanying Claims.

What is claimed is:
 1. A fuel management module for use with a CNG fuelsystem for a vehicle, comprising: a housing configured to be connectedto the vehicle, the housing having an outer surface and a hinged doorconfigured to be moved to cover and uncover a front panel of thehousing; a defueling receptacle positioned on the front panel of thehousing, the defueling receptacle configured for connection to defuel afuel tank of the vehicle; a defueling control valve positioned on thefront panel of the housing, the defueling control valve configured forselecting among different operations of the defueling receptacle; firstand second high pressure connections accessible on the housing, each ofthe first and second high pressure connections configured for connectionto separate fuel tanks in a plug and play configuration; a plurality offilling connections accessible on the housing, the filling connectionsbeing in communication with the first and second high pressureconnections, such that the filling connections are configured to receiveinput of fuel for filling the separate fuel tanks through the first andsecond high pressure connections; a low pressure fuel output connectionpositioned on a back panel of the housing opposite the front panel, thelow pressure fuel output connection being in communication with thefirst and second high pressure connections and configured for connectionto an engine of the vehicle to provide fuel output from the first andsecond high pressure connections to the engine.
 2. The fuel managementmodule of claim 1, wherein the plurality of filling connectionscomprises a fast fill receptacle and a slow fill receptacle.
 3. The fuelmanagement module of claim 2, wherein the plurality of fillingconnections further comprises a remote fill receptacle.
 4. The fuelmanagement module of claim 1, wherein the housing is formed of powdercoated steel and aluminum.
 5. The fuel management module of claim 1,wherein the door is hinged along a bottom edge of the front panel. 6.The fuel management module of claim 1, further comprising a highpressure gauge and a low pressure gauge positioned on the front panel ofthe housing.
 7. The fuel management module of claim 6, wherein the doorcovers the high pressure gauge and the low pressure gauge when the doorcovers the front panel.
 8. The fuel management module of claim 1,wherein the defueling control valve is accessible through the door whenthe door covers the front panel of the housing.
 9. The fuel managementmodule of claim 1, wherein the defueling control valve is configured forselecting among different operations including defueling through thedefueling receptacle, closed valve with no defueling, and venting offuel trapped in a conduit between the defueling control valve and thedefueling receptacle.
 10. The fuel management module of claim 9, whereinthe module further comprises fuel valves configured for selectivelyopening and closing fuel flow to each of the separate fuel tanks
 11. Thefuel management module of claim 10, wherein the fuel valves comprisemanual valves configured for selectively opening and closing fuel flowin a manual manner.
 12. The fuel management module of claim 10, whereinthe fuel valves comprise solenoid valves configured for selectivelyopening and closing fuel flow in an automated manner.
 13. The fuelmanagement module of claim 10, wherein the fuel valves comprise manualvalves configured for selectively opening and closing fuel flow in amanual manner and solenoid valves configured for selectively opening andclosing fuel flow in an automated manner, wherein one manual valve andone solenoid valve is associated with each of the separate fuel tanks14. The fuel management module of claim 1, wherein the first and secondhigh pressure connections are positioned on the back panel of thehousing.
 15. A vehicle comprising: a chassis supporting a truck body andan operator cab and being connected to a plurality of wheels, thechassis having a front portion supporting the operator cab and a rearportion supporting the truck body, the rear portion having a pair ofrails extending rearward from the front portion toward a rear of thetruck; an engine supported by the chassis and configured for utilizingCNG fuel; a first fuel tank mounted on the chassis; a second fuel tankmounted on the truck body; and a fuel management system comprising: afuel management module mounted on one of the rails of the chassis, thefuel management module having first and second high pressureconnections, a filling connection in communication with the first andsecond high pressure connections, and a low pressure fuel outputconnection in communication with the first and second high pressureconnections; a first conduit connecting the first fuel tank to the firsthigh pressure connection of the fuel management module and configuredfor outputting and receiving fuel to and from the first fuel tank; asecond conduit connecting the second fuel tank to the second highpressure connection of the fuel management module and configured foroutputting and receiving fuel to and from the second fuel tank; and athird conduit connected to the low pressure fuel output connection andconnected to the engine of the vehicle to provide fuel output from thelow pressure fuel output connection to the engine; wherein the first andsecond high pressure connections are in communication with the lowpressure fuel output connection for transferring fuel from the first andsecond fuel tanks to the engine, and wherein the filling connection isin communication with the first and second high pressure connections andis configured to receive input of fuel for filling the first and secondfuel tanks through the first and second conduits.
 16. The vehicle ofclaim 15, further comprising a vehicle control system at least partiallyaccessible within the operator cab and configured for controlling atleast one operating parameter of the body, wherein the vehicle controlsystem is connected to the fuel management system and configured forcontrolling at least one operating parameter of the fuel managementmodule.
 17. The vehicle of claim 16, wherein the fuel management systemfurther comprises a fuel control system configured for controlling aplurality of operating parameters of the fuel management module andconfigured for displaying at least one parameter of the fuel managementsystem.
 18. The vehicle of claim 17, wherein the fuel control system isintegrated into the vehicle control system.
 19. The vehicle of claim 16,wherein the vehicle control system is further configured for selectingone of the first and second fuel tanks to be a main fuel tank.
 20. Thevehicle of claim 15, wherein the first and second conduits are eachconnectable to the first high pressure connection and the second highpressure connection.
 21. The vehicle of claim 15, further comprising alow pressure fuel filter in communication with the engine, wherein thethird conduit directly connects the low pressure fuel output connectionto the low pressure fuel filter, such that the fuel output from the lowpressure fuel output connection passes from the third conduit throughthe low pressure fuel filter and on to the engine.
 22. The vehicle ofclaim 15, further comprising a mounting bracket fixed to one of therails of the chassis, wherein the mounting bracket engages and supportsthe fuel management module.
 23. A refuse truck comprising: a chassisconnected to a plurality of wheels, the chassis having a front portionand a rear portion, the rear portion configured for supporting a truckbody; an operator cab supported by the front portion of the chassis; anengine supported by the chassis and configured for utilizing CNG fuel; afuel management module supported by the chassis, the fuel managementmodule having a high pressure connection configured for connection witha fuel tank, a filling connection in communication with the highpressure connection for filling the fuel tank, and a low pressure fueloutput connection in communication with high pressure connection andconnected to the engine, the low pressure fuel output connectionconfigured to provide fuel output to the engine; and a vehicle controlsystem at least partially accessible within the operator cab andconfigured for controlling at least one operating parameter of the body,wherein the vehicle control system is connected to the fuel managementmodule and configured for controlling at least one operating parameterof the fuel management module.
 24. The refuse truck of claim 23, whereinthe fuel management module further has a second high pressure connectionconfigured for connection with a second fuel tank, and wherein thevehicle control system is further configured for selecting one of thefuel tank and the second fuel tank to be a main fuel tank.
 25. Therefuse truck of claim 23, wherein the vehicle control system includes adisplay that is configured for displaying at least one parameter of thebody and configured for displaying at least one parameter of the fuelmanagement module.
 26. The refuse truck of claim 25, further comprisingthe fuel tank connected to the high pressure connection, wherein thedisplay is configured for displaying a fuel level of the fuel tank. 27.The refuse truck of claim 26, further comprising the truck bodysupported by the chassis and a second fuel tank mounted on the truckbody, wherein the fuel management module further has a second highpressure connection connected to the second fuel tank, wherein the fueltank is mounted on the chassis, and wherein the display is furtherconfigured for displaying a fuel level of the second fuel tank.
 28. Therefuse truck of claim 27, wherein the vehicle control system is furtherconfigured for selecting one of the fuel tank and the second fuel tankto be a main fuel tank.
 29. The refuse truck of claim 23, wherein thevehicle control system includes body controls configured for controllingthe at least one operating parameter of the body and cab controlsconfigured for controlling at least one operating parameter of theoperator cab.
 30. A refuse truck comprising: a chassis connected to aplurality of wheels, the chassis having a front portion and a rearportion, the rear portion configured for supporting a truck body; afront axle and a rear axle supported by the chassis; a plurality ofwheels supported by the front and rear axles; an operator cab supportedby the front portion of the chassis; an engine supported by the chassisand configured for utilizing CNG fuel; a fuel management modulesupported by the chassis, the fuel management module having a highpressure connection configured for connection with a main fuel tank, afilling connection in communication with the high pressure connectionfor filling the main fuel tank, and a low pressure fuel outputconnection in communication with the high pressure connection andconnected to the engine, the low pressure fuel output connectionconfigured to provide fuel output to the engine; and a mountingstructure connected to the chassis and extending upward from the chassisbehind the operator cab; and a temporary fuel tank supported by themounting structure, the temporary fuel tank connected to the highpressure connection of the fuel management module, wherein no portionsof the mounting structure and the temporary fuel tank are positionedrearwardly beyond a vertical plane located 23 inches rearwardly from thefront axle.
 31. The refuse truck of claim 30, wherein the mountingstructure comprises a first arm connected to a left side of the chassisand extending upward from the left side of the chassis, a second armconnected to a right side of the chassis and extending upward from theright side of the chassis, and a supporting structure connected to thefirst and second arms and supporting the temporary fuel tank above thechassis, wherein the second arm is spaced from the first arm, andwherein the supporting structure extends between the first and secondarms.
 32. The refuse truck of claim 31, wherein the rear portion of thechassis has left and right rails extending rearward from the frontportion toward a rear of the truck, wherein the first arm is connectedto the left rail and the second arm is connected to the right rail. 33.The refuse truck of claim 30, further comprising the truck bodyconnected to and supported by the chassis, wherein a gap is definedbetween a rear surface of the operator cab and a front surface of thebody, and wherein the mounting structure and the temporary fuel tank arepositioned within the gap.